Heat source supplied glow plug/plasma torch and optional spark plasma torch for accomplishing more efficient piston combustion

ABSTRACT

An ignition cell for incorporation into a cylinder head containing a piston. A body is affixed to an upper end location of the cylinder head and includes an ignition source end for communicating a heat supply to the body. An interior defined pre-ignition chamber is configured both for admitting atomized fuel and expelling non-volatile fuel during a compression cycle associated with the cylinder head. The heat source is communicated to the pre-ignition chamber and causes combustion of the atomized fuels within the pre-ignition chamber at a point in time ranging from between 20% of a top dead center position associated with a compression stroke and an absolute top dead center position of the cylinder head relative to the cylinder. A plurality of ports are defined in an end of the body, opposite the ignition source, for communicating the combusted fuels as a plurality of flame outlets with a remaining volume of atomized fuel, within the combustion chamber during a power outlet stroke.

CROSS-REFERENCE TO RELATED APPLICATIONS

This Application is a Non-Provisional of Provisional (35 USC 119(e)) application 60/951,866 filed on Jul. 25, 2007.

FIELD OF THE INVENTION

The present inventions are directed to an ignition device in use with an internal combustion engine cylinder head. More specifically, the present inventions discloses an ignition cell for incorporation into a cylinder head and including an interior defined pre-ignition chamber configured both for admitting atomized fuel and expelling non-volatile fuel during a compression cycle associated with the cylinder head. A heat source is communicated to the pre-ignition chamber and causes combustion of the atomized fuels within the pre-ignition chamber at a designated (near) top dead center position associated with a compression stroke of the cylinder head relative to the cylinder. A plurality of ports defined in an end of the body communicate the combusted fuels as a plurality of flame outlets with a remaining volume of atomized fuel within the combustion chamber during a power outlet stroke.

BACKGROUND OF THE INVENTION

The prior art is well documented with various types of ignition devices in use with an internal combustion engine cylinder. The most conventional type of ignition device is the spark plug which, upon being installed within a top end location of the cylinder, issues an iterative spark for igniting reactants or combustion (atomized fuel and air) which are compressed between a piston driven cylinder head and the top end of the cylinder.

Known disadvantages associated with conventional spark plugs include the tendency of the plug ignition to reactant combustion firing timing often being out of step with an optimal (near or at) top dead center position established between the piston driven cylinder head and cylinder. Other disadvantages associated with conventional spark plug ignition includes the tendency of the subsequent cylinder combustion to occur incompletely, resulting in wasted reactants discharged through the cylinder exhaust cycle and less than optimal power delivery to the crankshaft or other work output mechanism connected to the cylinder head connected crank.

Other attempts have been made to substitute conventional spark plugs with a replacement unit, and in the attempt to more effectively ignite a fuel-air mixture. Such ignition devices include such as a pre-chamber flame distributing igniter for projecting a burning plasma into an engine combustion chamber and reference is made to Cherry U.S. Pat. Nos. 4,977,873, 5,109,817, 5,297,518 and 5,421,299. Additional types of directed jet, or torch jet, spark plug designs are disclosed in Durling U.S. Pat. Nos. 7,021,275, 5,421,300 and 6,213,085.

SUMMARY OF THE INVENTION

The present invention relates to a heat source supplied torch plug design and which incorporates a specially designed pre-ignition chamber. More specifically, the present invention discloses an alternatively configured heat igniting auto-ignition cell, capable of being threadably engaged into a top end location of a combustion chamber and for igniting atomized fuel such as ethanol, various octane grades of gasoline, diesel, bio-fuels or the like.

A continuous beat source is communicated to the auto-ignition cell, such as resulting from an electrical resistant current in communication with the cell and which, upon compression of the fuel within the associated cylinder, causes ignition of the heated/compressed gases within the pre-ignition chamber, thus igniting the gases within the compressing piston combustion chamber, resulting in more even burning (with reduced emissions), and higher efficiency/power output. Additional variants include incorporating an existing spark plug, such as by threadably engaging or installing in a biasing/resistive bayonet & tab or twist and lock fashion, into a specially design pre-ignition chamber, and for accomplishing similar objectives of reduced emissions, increased efficiency and power output.

BRIEF DESCRIPTION OF THE DRAWINGS

Reference will now be made to the attached drawings, when read in combination with the following detailed description, wherein like reference numerals refer to like parts throughout the several views, and in which:

FIG. 1 is a perspective view of an auto-ignition element, such as capable of being secured to a top end communicating location of a cylinder, and exhibiting a pre-ignition chamber exhibiting a plurality of circumferentially arrayed and optionally flared flame ports;

FIG. 2 is a cutaway view of the auto-ignition element illustrated in FIG. 1 and further illustrating the inside architecture of the pre-ignition chamber according to one preferred embodiment of the present inventions;

FIG. 3 is a cutaway plan view of the auto-ignition element and illustrating a first plurality of inwardly spiraling threads defined along a base surface of the auto-ignition cell, as well as a second plurality of outward spiraling threads associated with the pre-ignition chamber end and for mounting the cell to an interiorly threaded opening associated with a cylinder;

FIG. 4 is a side plane view of the auto-ignition cell similar to that shown in FIG. 3 and referencing the relationship of the inwardly and outwardly spiraling threads;

FIG. 5 is a plan view of an auto ignition cell according to a further preferred variant of the present invention and showing the features of the plasma ignition source (electrically heated current supply), intermediate ignition chamber and flame port end;

FIG. 6 is a cutaway plan view of a piston and illustrating the manner in which the ignition cell is secured thereto in such a fashion that the flame ports are arrayed in the combined annular and outwardly dispersing fashion relative to the combustion chamber, thereby providing increased flame propagation and cylinder combustion;

FIG. 7 is a plan view of an auto ignition cell according to a yet further preferred variant and illustrating the features of a heating element, ignition chamber and plurality of flame jets;

FIG. 8 is a cutaway plan view of a piston and illustrating the manner in which the ignition cell of FIG. 7 is secured thereto and in a manner similar to that shown for the embodiment illustrated in FIG. 6; and

FIG. 9 is a plan view illustration of an auto ignition element according to a yet further preferred variant and by which an electrical connector (e.g. spark plug igniter plug) is provided for communicating resistive heat to a heating element.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

As described previously, the present invention teaches a heat source supplied auto-ignition cell (also known as a plasma torch plug), and which incorporates a specially designed pre-ignition chamber. As will be described in additional detail, the heat igniting auto-ignition cell is capable of being threadably, or otherwise, engaged into a top end location of a combustion chamber and, in use, igniting an atomized fuel such as ethanol, various octane grades of gasoline, diesel, bio-fuels or the like.

A continuous heat source is communicated to the auto-ignition cell, such as resulting from an electrical resistant current delivered via a coil or wire delivered to the cell. Upon compression of the fuel within the associated cylinder, the resistive heating of the cell causes ignition of the heated/compressed gases within the pre-ignition chamber, thus igniting the gases within the compressing piston combustion chamber, resulting in more even burning (with reduced emissions), and higher efficiency/power output. Additional variants include incorporating an existing spark plug into a specially design pre-ignition chamber for accomplishing similar objectives of reduced emissions, increased efficiency and power output.

FIGS. 1 through 4 provide various perspective, plan and cutaway illustrations, at 10, of an auto-ignition (plasma) heating element, or again cell, capable of being threadably engaged, see exterior threads 12 to associated internal threads defined in a cylinder head (not shown however as generally illustrated in the variants of FIGS. 6 and 8). The ignition element includes a pre-ignition chamber 13 (this being sized according to a governed application) and communicating through an end wall of the element exhibiting a plurality of circumferentially arrayed and optionally outwardly flared flame ports, see at 14, the diameter (sizing), angle of orientation, and the like being governed by specified applications such as desired compression ratio (e.g. 7:1, 6:1 or otherwise based upon the type of fuel being employed) of the applied piston environment (not shown in this view) and the type of fuel being combusted.

The auto ignition cell 10 exhibits a generally elongated and three dimensional configuration with an open interior communicating a first end, generally referenced at 16 and including a first plurality of inwardly spiraling threads 18, defined along a base surface of the auto-ignition cell. Although not shown, it is envisioned that a suitable connecting/heat conducting portion associated with the heat input resistive coil (again not shown) likewise exhibits a plurality of exterior threads which rotatably interengage with the inwardly spiraling threads 18.

In a further assembly configuration, the base exterior 16 of the cell 10 exhibits a hexagonal configuration, this facilitation threaded engagement of the unit to a desired mounting location from which projects an electric resistance coil (not shown) or other such suitable sourcing element for providing the necessary heat to the pre-ignition chamber, and such as in the form of a glow plug or other suitable heat emanating source in communication with the gases of combustion at a specified upstroke position. The second plurality of outward spiraling threads 12 associated with the pre-ignition chamber end, such as at an intermediate position, facilitate the mounting of the cell 10 to an interiorly threaded opening associated with a cylinder or like fixed location (see as shown in environmental view of FIG. 6).

The illustrations of FIGS. 1-4 are intended to illustrate the general components of the present invention incorporated into one possible, and non-limiting, configuration of an auto ignition cell unit utilized as described herein. FIG. 4 further illustrates, at 20, an optional bulbous projecting outer portion which can project centrally from the associated end wall of the ignition cell 10, and between the circumferentially arrayed flame ports 14. The flame ports can further be repositioned, such as at 14′, at peripheral and circumferential locations established along outer arcuate surfaces of the bulbous projecting outer portion, and in order to redirect the combustion/plasma outflow from the pre-ignition chamber 13, and such as into the upper compressed region of the main combustion cylinder.

Referring now to FIG. 5, a plan view is generally shown at 22 of an auto ignition cell according to a further preferred variant of the present invention, this showing the features of the plasma ignition source 24 (such as again an electrically heated current supply), intermediate ignition chamber 26 and flame port end 28 incorporated into an integral body. As further shown in the cutaway view of FIG. 6, shown is a piston supporting cylinder with combustion chamber 30, and illustrating the manner in which the ignition cell 22 is secured thereto, such as threaded in a fashion similar to that illustrated in FIGS. 3 and 4 but also contemplating a press and twist (e.g. bayonet and slot arrangement) type engagement, and in such a fashion that the inwardly positioned flame ports 28 are arrayed in a combined annular and outwardly dispersing fashion (see arrows 32) relative to the combustion chamber, thereby providing increased flame propagation within the open interior of the cylinder.

A preferred variant of the present invention contemplates a variable means of timing the ignition cycle in order to produce and maintain a peak cylinder pressure (see collapsing piston 34) in a direction (see arrows 36) towards an upper end limit, or top dead center (TDC) position, the definition line for which is shown at 38, of the combustion chamber 30. The timing of the plug/cell ignition is within the preference of one ordinarily skilled in the art, however an advantage provided by the present invention is the ability to establish more consistent and event ignition of the atomized fuel during a tail end portion of a compression stroke (and as opposed to igniting such fuel at a top dead center position), thereby creating more complete combustion, e.g. reduced emission/nitrogen oxide (NOX) output, as well as increased horsepower output during the subsequent downstroke (power output stroke). It has also been determined that, in addition to variegating the types of fuels and fuel mixtures employed with the ignition cell, the introduction of such as mist or steam (superheated H20) causes a further increase in oxygen levels as well as concurrent combustion efficiency.

The construction of the ignition cell design, according to any of the preferred embodiments is further such that, during the compression upstroke, the volatile ignition gases are forced into the pre-ignition chamber of the cell, whereas the spent (non-volatile or insulating) gases are concurrently compressed out of the chamber. The timing of the ignition cycle further contemplates the initiation of combustion at again what is determined to be a point prior to the piston head achieving the top dead center position, thereby causing the heated gases (e.g. plasma) to ignite substantially all of the remaining fuel, again both reducing emission output as well as increasing horsepower gain.

Referring now to FIG. 7, a plan view is illustrated at 40 of an auto ignition cell according to a yet further preferred variant and, similar to the embodiment previously shown in FIG. 5, again illustrates the features of a heating element 42 for the auto-ignition source (such as which is communicated via an input location 43 to which a resistance coil (not shown) or other suitable input heating device is connected), ignition chamber 44 and plurality of (typically radially and outwardly flared) flame jets 46. FIG. 8 is a cutaway plan view of a piston supported cylinder and illustrating the manner in which the ignition cell of FIG. 7 is secured thereto, such as in a manner similar to that shown for the embodiment illustrated in FIG. 6. In particular, the variable means of timing the ignition cycle is again employed in order to exploit a top dead center (TDC) or near (such as within 20% of the maximum available cylinder volume between the piston 34 and the TDC position 38), and in order to produce a maximum efficiency of combustion, the timing of which to a peak, cylinder pressure (see again collapsing piston 34) in a direction (see arrows 36) towards an upper end limit, at 38, of the combustion chamber 30 resulting in a maximum of power output.

Finally, FIG. 9 is a plan view illustration at 48 of an auto ignition element according to a yet further preferred variant, and by which an electrical connector 50 (such as a traditional spark plug type igniter) is provided for communicating resistive heat to a heating element 52, such being encased within an ignition chamber which is in turn incorporated cylinder combustion chamber, such as previously illustrated at 30 in FIGS. 5 and 8 and not shown in this illustration. The heating element can again include a gaseous/plasma style ignition medium and which: upon the electrical connector creating the necessary spark, causes associated flame jets 56 to issue a combusting material into the collapsing cylinder head, and according to a fashion similar to that previously described.

While not described, additional embodiments contemplate incorporating a convention spark-type plug with a specially constructed pre-ignition chamber operating in a manner consistent with that described above in reference to the fuel cell variants 10 and 22, and in which the assembly is revised in its combustion timing cycle, whereby combustion may now occur at a substantially TDC position, and as opposed to cycling at a point during the tail end of the cylinder upstroke, thereby again causing a significant gain in horsepower, with reduced emission output.

Having described our invention, other and additional preferred embodiments will become apparent to those skilled in the art to which it pertains, and without deviating from the scope of the appended claims. 

1. An ignition cell for incorporation into a cylinder head containing a piston, comprising: a body affixed to an upper end location of the cylinder head and including an ignition source end for communicating a heat supply to said body; said body further comprising an interior defined pre-ignition chamber configured both for admitting atomized fuel and expelling non-volatile fuel during a compression cycle associated with the cylinder head, the heat source being communicated to said pre-ignition chamber and causing combustion of the atomized fuels within said pre-ignition chamber at a point in time ranging from between 20% of a top dead center position associated with a compression stroke and an absolute top dead center position of the cylinder head relative to the cylinder; and a plurality of ports defined in an end of said body opposite said ignition source and for communicating said combusted fuels as a plurality of flame outlets with a remaining volume of atomized fuel within the combustion chamber during a power outlet stroke.
 2. The ignition cell as described in claim 1, said plurality of ports having a specified shape and size and being configured in a generally annular and outwardly flared fashion.
 3. The ignition cell as described in claim 1, said body exhibiting a specified shape and size and further comprising a first plurality of interiorly positioned threads defined at said ignition source end, a second plurality of exteriorly positioned threads defined at an intermediate location of said body proximate said outlet port end.
 4. The ignition cell as described in claim 1, said body having a specified shape and size, said ignition source furtier comprising a glow plug and associated electric resistance coil.
 5. An ignition cell for use with a cylinder forming a part of an internal combustion engine, said cell comprising: a body affixed to an end location of the cylinder; an ignition source communicating an elevated temperature to said body; said body further comprising a pre-ignition chamber admitting a compressed and atomized fuel from the cylinder, said body simultaneously expelling a non-volatile fuel during a compression cycle associated with the cylinder head, said ignition source causing combustion of the atomized fuels within said pre-ignition chamber at a point in time ranging from between 20% of a top dead center position associated with a compression stroke and an absolute top dead center position of the cylinder head relative to the cylinder; and a plurality of ports defined in an end of said body and being configured in a generally annular and outwardly flared fashion, said ports being positioned opposite said ignition source and for communicating said combusted fuels as a plurality of flame outlets with a remaining volume of atomized fuel within the combustion chamber during a power outlet stroke.
 6. The ignition cell as described in claim 5, said body exhibiting a specified shape and size and further comprising a first plurality of interiorly positioned threads defined at said ignition source end, a second plurality of exteriorly positioned threads defined at an intermediate location of said body proximate said outlet port end.
 7. The ignition cell as described in claim 5, said body having a specified shape and size, said ignition source further comprising a glow plug and associated electric resistance coil.
 8. An ignition cell incorporated into a cylinder head containing a piston, comprising: a body affixed to an upper end location of the cylinder head and to which is communicated a heat supply; a pre-ignition chamber configured both for admitting atomized fuel introduced into the cylinder head during a compression cycle associated with the cylinder head, the heat supply being communicated to said pre-ignition chamber and causing combustion of the admitted atomized fuels during a compression stroke of the piston within the cylinder head; and a plurality of ports defined in an end of the body and for communicating said combusted fuels as a plurality of flame outlets with a remaining volume of atomized and combustible fuel within the combustion chamber during a power outlet stroke. 